Novel electric drive axle, large-tonnage centralized electric drive axle and vehicle

Abstract

The utility model discloses a novel electric drive axle, a large-tonnage centralized electric drive axle and a vehicle, the novel electric drive axle comprises an axle, a disc brake and a wheel speed sensing device are arranged on the axial side of the axle, and two or more brake calipers are arranged on a brake disc of the disc brake. The novel electric drive axle disclosed by the utility model solves the problems that the braking force of a large-tonnage electric drive axle is insufficient and the existing electric drive axle cannot meet the accurate monitoring requirement on the wheel speed of the electric drive axle in the field of automatic driving by directly monitoring the wheel speed signal through the disc brake and combining with the real-time feedback of the multi-caliper braking system; the wheel speed data acquisition precision of the electric drive axle is improved, and the strict requirements of automatic driving on wheel speed signals can be met.

Description

Technical Field

[0001] This utility model relates to the field of electric drive axle technology, and in particular to a new type of electric drive axle, a large-tonnage centralized electric drive axle, and a vehicle. Background Technology

[0002] With the rapid development of new energy commercial vehicles and construction machinery, heavy-duty vehicles place higher demands on the reliability of braking performance of electric drive axles. Traditional electric drive axles mostly use a single brake caliper disc brake structure. For heavy vehicles with a load capacity exceeding 30 tons, the braking force of a single caliper is insufficient to meet safety requirements. In addition, most existing electric drive axles do not integrate wheel speed sensing devices, which cannot meet the requirements of accurate wheel speed monitoring in the field of autonomous driving. Utility Model Content

[0003] To solve the above-mentioned technical problems, this utility model provides a novel electric drive axle and a large-tonnage centralized electric drive axle, and a vehicle, wherein the novel electric drive axle includes:

[0004] The axle is equipped with a disc brake and a wheel speed sensor on its axial side, and the disc brake disc is equipped with two or more brake calipers.

[0005] Preferably, the disc brake is a hydraulic disc brake.

[0006] Preferably, the axle housing wall thickness is 25mm-36mm.

[0007] Preferably, the axle housing wall thickness is 26mm-30mm.

[0008] Preferably, the disc brake is equipped with three brake calipers on the brake disc.

[0009] Preferably, the disc brake and the wheel speed sensing device are located in the same area on the axial side of the axle.

[0010] This utility model also provides a large-tonnage centralized electric drive axle, which adopts any of the above-described novel electric drive axles and is used for vehicles with a load capacity of ≥30 tons.

[0011] Preferably, it also includes an axle, a motor, a first braking assembly, and a first reducer, wherein:

[0012] The motor, the first braking assembly, and the first reducer are integrated on one radial side of the axle;

[0013] The first braking assembly outputs braking force to the axle by locking the input or output end of the first reducer.

[0014] This utility model also provides a vehicle that adopts any of the novel electric drive axles described above.

[0015] This utility model also provides a vehicle that uses any of the large-tonnage centralized electric drive axles described above.

[0016] The novel electric drive axle provided by this utility model directly monitors the wheel speed signal through a disc brake and combines it with the real-time feedback of a multi-caliper braking system. This solves the problems of insufficient braking force in large-tonnage electric drive axles and the inability of existing electric drive axles to meet the precise wheel speed monitoring requirements of the autonomous driving field. Furthermore, the wheel speed data acquisition accuracy of the electric drive axle is improved, which can meet the stringent requirements of autonomous driving for wheel speed signals. Attached Figure Description

[0017] Figure 1 A structural diagram of a novel electric drive bridge provided for an embodiment of this utility model;

[0018] Among them: 10, axle; 11, motor; 12, first braking assembly; 13, first reducer; 14, disc brake; 15, wheel speed sensing device. Detailed Implementation

[0019] To make the technical means, creative features, objectives and effects of this utility model easier to understand, the present utility model is further described below in conjunction with specific embodiments. However, the following embodiments are merely preferred embodiments of this utility model and not all of them. Other embodiments obtained by those skilled in the art based on the embodiments in the implementation methods without creative effort are all within the protection scope of this utility model. Unless otherwise specified, the experimental methods in the following embodiments are conventional methods. Unless otherwise specified, the materials and reagents used in the following embodiments can be obtained commercially.

[0020] In the description of this utility model, it should be noted that the terms "upper," "lower," "inner," "outer," "front end," "rear end," "both ends," "one end," and "the other end," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. In addition, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0021] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installed," "equipped with," "connected," etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0022] In specific implementation, this utility model provides a novel electric drive axle and a large-tonnage centralized electric drive axle, and a vehicle. The novel electric drive axle includes:

[0023] The axle 10 includes a housing and a main reducer, a differential, and half-shaft structures and reducers on both sides. The structure of the axle 10 adopts the existing axle structure, which will not be described in detail here.

[0024] like Figure 1 As shown, the axle 10 is provided with a disc brake 14 and a wheel speed sensing device 15 on the axial side. The wheel speed sensing device 15 adopts, but is not limited to, a magnetoelectric wheel speed sensor, a Hall wheel speed sensor, a magnetoresistive wheel speed sensor, etc. Its connection structure and working principle with the axle 10 are existing technologies and will not be described here.

[0025] The disc brake 14 adopts a hydraulic disc brake structure, with two or more brake calipers on its brake disc. Compared with a single caliper structure, it effectively increases the braking friction area and improves the braking force output, making it especially suitable for the braking needs of heavy vehicles with a load of more than 30 tons.

[0026] The novel electric drive axle provided in this embodiment of the invention solves the problems of insufficient braking force of large-tonnage electric drive axles and the inability of existing electric drive axles to meet the requirements of accurate wheel speed monitoring in the field of autonomous driving by directly monitoring wheel speed signals through disc brake 14 and combining real-time feedback from multi-caliper braking system. Furthermore, the wheel speed data acquisition accuracy of the electric drive axle is improved, which can meet the stringent requirements of autonomous driving for wheel speed signals.

[0027] Preferably, the disc brake 14 and the wheel speed sensor 15 are integrated in the same area on the axial side of the axle 10, shortening the transmission path of the braking signal and the wheel speed signal, thereby shortening the system response time.

[0028] Preferably, a symmetrical multi-caliper layout is used. This symmetrical layout optimizes heat distribution on the brake discs, reduces localized peak temperatures, significantly slows down brake material thermal fade, and extends the service life of the braking system.

[0029] Furthermore, the disc brake 14 is a hydraulic disc brake.

[0030] Furthermore, the axle housing 10 of the axle 10 has a wall thickness of 25mm-36mm.

[0031] Furthermore, the axle housing 10 of the axle 10 has a wall thickness of 26mm-30mm.

[0032] In practice, the existing axle housing 10 has a wall thickness of 20mm or less, which cannot meet the strength requirements of large tonnage vehicles such as 30-ton or 40-ton trucks.

[0033] Furthermore, the disc brake 14 is equipped with three brake calipers on its brake disc.

[0034] This utility model also provides a large-tonnage centralized electric drive axle, which adopts any of the above-described novel electric drive axles and is used for vehicles with a load capacity of ≥30 tons, including but not limited to 30 tons, 40 tons, 50 tons or more.

[0035] Furthermore, it also includes an axle 10, a motor 11, a first braking assembly 12, and a first reducer 13, wherein:

[0036] The motor 11, the first braking assembly 12 and the first reducer 13 are integrated on one radial side of the axle 10;

[0037] The first braking assembly 12 outputs braking force to the axle 10 by locking the input or output end of the first reducer 13.

[0038] In specific implementation, such as Figure 1 As shown, the centralized electric drive axle includes an axle 10, a motor 11, a first braking assembly 12, and a first reducer 13, wherein:

[0039] The axle 10 includes a housing and a main reducer, a differential, and half-shaft structures on both sides therein. The structure of the axle 10 adopts the existing axle structure, which will not be described in detail here.

[0040] The motor 11, the first braking assembly 12, and the first reducer 13 are integrated on one radial side of the axle 10. By integrating the motor 11, the first braking assembly 12, and the first reducer 13 on one radial side of the axle, a compact power module is formed, reducing space occupation. This is suitable for scenarios with strict axle width restrictions, such as port AGVs and mining trucks. The motor 11 can be, but is not limited to, a permanent magnet synchronous motor, an AC asynchronous motor, a DC motor, or a permanent magnet brushless DC motor. The first braking assembly 12 can adopt an existing hydraulic braking structure, including existing hydraulic disc brake devices. The first reducer 13 can adopt, but is not limited to, existing dual-input single-speed coaxial reducers, dual-input planetary reducers, or multi-input gear reducers.

[0041] The first braking assembly 12 outputs braking force to the axle 10 by locking the input or output end of the first reducer 13. In this structure, by locking the input or output end of the first reducer 13 with the first braking assembly 12, the braking force is applied to the reducer. Compared with the force applied to the motor shaft, the braking force transmission chain is shortened, and the braking response time is improved. Especially when used in heavy-duty vehicles, it can greatly improve the safety of heavy-duty vehicles when parking on slopes and during emergency braking.

[0042] The axle 10, motor 11, first braking assembly 12 and first reducer 13 can be connected by existing bolt connection structure, flange connection structure, etc., which will not be described in detail here.

[0043] When the motor 11 is driven, the motor 11 outputs power, and its power output enters one input end of the first reducer 13. The output end of the first reducer 13 enters the main reducer and differential in the axle 10. The main reducer and differential output power to the wheel rims through the half-shafts set on both sides. The wheel rims are used to mount the wheels to drive the wheels to rotate.

[0044] During braking, the first braking assembly 12 outputs braking force to the axle 10 by locking the input or output end of the first reducer 13.

[0045] The centralized electric drive axle provided in this embodiment integrates the motor 11, the first braking assembly 12, and the first reducer 13 on one radial side of the axle, forming a compact power module that reduces space occupation. By locking the input or output end of the first reducer 13 through the first braking assembly 12, the braking force transmission chain is shortened compared to acting on the motor shaft, thus improving the braking response time. Especially when used in heavy-duty vehicles, it can greatly improve the safety of heavy-duty vehicles when parking on slopes and during emergency braking.

[0046] Preferably, the wheel ends of the axle 10 are provided with a second reducer. The second reducer includes, but is not limited to, existing planetary reducers. The connection between the second reducer and the axle is prior art and will not be described in detail here. During operation, the main reducer and the differential output power to the planetary reducers at the wheel ends through the half-shafts provided on both sides. The planetary reducers drive the wheel edges connected to them to rotate.

[0047] In specific implementation, the first reducer 13 has two input terminals, one of which is connected to the motor 11 and the other is connected to the first braking assembly 12; the output terminal of the first reducer 13 is connected to the axle 10. In this embodiment, the first reducer 13, by employing a reducer with two input terminals, is used for the motor 11 and the first braking assembly 12 respectively. During braking, the speed ratio amplification effect of the input stage gear of the first reducer 13 is utilized to amplify the braking torque and transmit it to the axle 10, thereby multiplying the braking force; furthermore, this part of the structure is more compact and highly integrated.

[0048] In specific implementation, the wheel ends of the axle 10 are equipped with disc brakes 14, which can serve as redundant braking; or the first braking assembly 12 is used for parking braking, and the disc brake 14 is used for service braking. Existing parking brake devices typically have only one unit, or the service brake and parking brake share some components. If a malfunction occurs, both systems fail simultaneously, posing a safety hazard. In this embodiment, the separately provided disc brake 14 improves the vehicle's braking safety performance.

[0049] In practice, disc brakes 14 are provided on both wheel ends of the axle 10. This design ensures that the wheels on both sides can decelerate or stop evenly during braking, thereby improving the stability and safety of the vehicle.

[0050] Furthermore, the disc brake 14 is a disc brake; the disc brake has two or more brake calipers.

[0051] In practice, the first braking component 12 is a hydraulic braking component. Hydraulic braking has a large braking force and is safer, especially suitable for large-tonnage electric drive axles.

[0052] In practice, the motor 11, the first braking assembly 12, and the first reducer 13 are integrated in the middle of the axle 10, so that the weight of the motor 11, the first braking assembly 12, and the first reducer 13 is concentrated in the middle of the axle 10, thereby balancing the weight distribution and improving vehicle stability.

[0053] This utility model also provides a vehicle that adopts any of the novel electric drive axles described above.

[0054] This utility model also provides a vehicle that uses any of the large-tonnage centralized electric drive axles described above.

[0055] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A novel electric drive bridge, characterized in that... ,include: The axle (10) is provided with a disc brake (14) and a wheel speed sensing device (15) on its axial side. The disc brake (14) has two or more brake calipers on its brake disc.

2. The novel electric drive bridge according to claim 1, characterized in that: The disc brake (14) is a hydraulic disc brake.

3. The novel electric drive bridge according to claim 1, characterized in that: The axle shell wall thickness of the axle (10) is 25mm-36mm.

4. The novel electric drive bridge according to claim 3, characterized in that: The axle shell wall thickness of the axle (10) is 26mm-30mm.

5. The novel electric drive bridge according to claim 1, characterized in that: The disc brake (14) has three brake calipers on its brake disc.

6. The novel electric drive bridge according to claim 1, characterized in that: The disc brake (14) and the wheel speed sensing device (15) are located in the same area on the axial side of the axle (10).

7. A large-tonnage centralized electric drive axle, employing the novel electric drive axle as described in any one of claims 1-6, for use in vehicles with a load capacity of ≥30 tons.

8. The large-tonnage centralized electric drive bridge according to claim 7, characterized in that: It also includes an axle (10), a motor (11), a first braking assembly (12), and a first reducer (13), wherein: The motor (11), the first braking assembly (12) and the first reducer (13) are integrated on the radial side of the axle (10); The first braking assembly (12) outputs braking force to the axle (10) by locking the input or output end of the first reducer (13).

9. A vehicle, characterized in that: The novel electric drive bridge according to any one of claims 1-6 is adopted.

10. A vehicle, characterized in that: The large-tonnage centralized electric drive bridge described in claim 7 or 8 is adopted.

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